You are the pilot of a jet plane traveling due north at 250 m/s. At a certain time, you see another plane at the same altitude?
. This is not an aviation or pilot problem, airplane speeds are expressed in knots, not in meters/second and relative bearings in degrees, and distances are not "about" "x" kilometers. I suggest you move this in mathematics and sciences forum, since pilots do not deal with these computations as base of traffic avoidance.
An airplane pilot wishes to fly due west.?
with out the wind blowing, the pilot can fly the airplane without delay westward to realize his holiday spot. yet with the wind blowing, in spite of if it isn’t too reliable, he shouldn't fly without delay westward through fact he’ll be carried southward a splash off couse by ability of the wind. to realize his holiday spot, the pilot might desire to circulate the airplane a splash northward, say at an perspective ? north of west so he’ll be carried by ability of the wind southward to his perfect holiday spot. enable Vpa = speed of the airplane in air with the x- and y- factors (a million) ..... Vpax = - Vpa* cos ? , Vpay = Vpa* sin ? the place Vpa = 405 km/h. enable Vw = speed of the wind, with the x- and y-factors (2) ..... Vwx = 0 , Vwy = - Vwo , Vwo = 86.0 km/h enable Vpg = speed of the airplane as seen from the floor. Then, its y-element might desire to be (3) ..... Vpgy = 0 to ascertain that the airplane to realize it’s holiday spot without delay westward from it’s beginning element. utilising vector addition in terms of factors, we stumble on here effects whilst vector Vpa liable to the left at an perspective ? above the horizontal is extra to the vector Vw pointing without delay southward to get vector Vpg mendacity alongside the horizontal and pointing to the left: (4) ..... Vpgx = Vpax + Vwx = - Vpa* cos ? + 0 = - Vpa* cos ? (5) ..... Vpgy = Vpay + Vwy = Vpa* sin ? - Vwo = 0 in accordance to (a million), (2), and (3) above. fixing for sin ? in (5), we get (6) ..... sin ? = Vwo /Vpa = 86 / 405 which provides the path at approximately (7) ..... ? = 12° north of west Going returned to (a million), we get (8) ..... Vpax = - 396 km/h , Vpay = 80 4 km/h (9) ..... Vpa = sqrt [ Vpax^2 + Vpay^2 ] = sqrt [ (- 396 )^2 + (80 4)^2 ] = 404.8 = 405 that's the comparable as that in the time of nonetheless wind through fact the wind velocity of 86 km/h isn’t too reliable to alter the fee of the airplane very plenty.
I am still in high school, i want to be an airline pilot when i grow up and i need to know how to get started?
Listen up, your in good shape right now, just having an idea of what you want to do, and buddy, you couldn't have picked a better career path. Somebody asked the other day how to afford the training, if you can find that question, I highly recommend reading the answer I posted there, it will clear up a lot of questions that you may not have even considered yet, but you will. I highly agree with the gentleman that offered the advice of studying math/physics, and thinking classes. I am enrolled at Delta Connection Academy right now, working on my Instrument Rating. I can tell ya, the hardest thing for me is studying. . . I've never had to before, but this is some really brainy stuff, particularly weather theory. It seems to me that meteorologists don't understand the weather, but man, the FAA wants us pilots to understand it to the T (so to speak). As far as the basics, a keen understanding of physics is important, and I'm not just talking about gravity (what goes up comes down). You should get in contact with a local airport as soon as possible to help you gather information. I hope your parents are supportive, it is a huge help to have your parents patting you on the back the whole way, and helping you decipher all the things that need to get done. Start your training during the summer, when you can concentrate on it, and don't much have to worry about school. You can get your student pilot certificate at 16 for airplane. Another thing to consider, but it is very hard to get the moms to approve, is Gliders, you can operate a glider at 14. This way you can build time until you turn legal to get your private for airplane. You can get your private pilot certificate at 16 for a glider and 17 for airplane. I have so much advice for you, if you have any other questions, please feel free to E-mail me, srcash@yahoo.com Good luck, Scott
I am still in high school, i want to be an airline pilot when i grow up and i need to know how to get started?
Listen up, your in good shape right now, just having an idea of what you want to do, and buddy, you couldn't have picked a better career path. Somebody asked the other day how to afford the training, if you can find that question, I highly recommend reading the answer I posted there, it will clear up a lot of questions that you may not have even considered yet, but you will. I highly agree with the gentleman that offered the advice of studying math/physics, and thinking classes. I am enrolled at Delta Connection Academy right now, working on my Instrument Rating. I can tell ya, the hardest thing for me is studying. . . I've never had to before, but this is some really brainy stuff, particularly weather theory. It seems to me that meteorologists don't understand the weather, but man, the FAA wants us pilots to understand it to the T (so to speak). As far as the basics, a keen understanding of physics is important, and I'm not just talking about gravity (what goes up comes down). You should get in contact with a local airport as soon as possible to help you gather information. I hope your parents are supportive, it is a huge help to have your parents patting you on the back the whole way, and helping you decipher all the things that need to get done. Start your training during the summer, when you can concentrate on it, and don't much have to worry about school. You can get your student pilot certificate at 16 for airplane. Another thing to consider, but it is very hard to get the moms to approve, is Gliders, you can operate a glider at 14. This way you can build time until you turn legal to get your private for airplane. You can get your private pilot certificate at 16 for a glider and 17 for airplane. I have so much advice for you, if you have any other questions, please feel free to E-mail me, srcash@yahoo.com Good luck, Scott
The cabin is pressurized using compressed outside air. This air is usually compressed by the compressor section of the engine(s), is conditioned to maintain the right temperature in the cabin, and is pumped into the cabin. The air is allowed to flow out through a valve or valves to maintain the desired pressure in the cabin. This pressure, in a transport category airplane, is maintained at a pressure equivalent to 8,000 feet altitude or lower. The 787 keeps it at 6,000 feet or less because of the stronger structure made possible by its composite construction. On modern airplanes, the system is controlled by dedicated computers.
There are indeed several airlines operating Polar Flight Routes where Great Circle Navigation provides a benefit (lower cost and shorter flight times).However, airlines or private aircraft don’t simply decide to operate over Polar Routes on any given day, they must receive regulatory approval to do so.Operation at high Latitudes (above 78 deg North or South of 60 deg South) are considered flight in areas of Magnetic Unreliability (AMU) and there are many issues that need to be addressed before receiving approval to do so.Navigation - The flight must navigate using True Courses and not Magnetic Courses. At and near the pole the lines of longitude converge so rapidly that simply flying in a straight line involves constantly changing the heading. In addition near the magnetic north pole compasses are nearly useless due to “dip” in the needle amongst other things. The aircraft must have either INS or IRS (Inertial) Navigation capability as a basis for FMS Navigation to back up GPS.Communications - VHF radios are largely useless, and HF Radios do not function very well either at high latitudes. Satellite Communications is better suited.Training - The Flight Crews need specific training for Polar Operations covering Navigation Procedures, Communication, Abnormal Procedures and Emergencies, etc.Maintenance and MEL - Policies and Procedures to support all the above must be part of the Maintenance Program.These are just a few brief examples of many issues needing resolution before the FAA or any regulator will issue authority (Operations Specifications Paragraph B40 sub part to B50).Even private jet operators are subject to prior approval. A letter of Authority for Polar operations needs to be received. Operators flying to or from the USA or Canada will be operating in the portion of airspace that is under Canada control and this area is known as “CMNPS” or Canadian Minimum Navigation Performance Airspace.Nothing is simple in aviation :)
There are indeed several airlines operating Polar Flight Routes where Great Circle Navigation provides a benefit (lower cost and shorter flight times).However, airlines or private aircraft don’t simply decide to operate over Polar Routes on any given day, they must receive regulatory approval to do so.Operation at high Latitudes (above 78 deg North or South of 60 deg South) are considered flight in areas of Magnetic Unreliability (AMU) and there are many issues that need to be addressed before receiving approval to do so.Navigation - The flight must navigate using True Courses and not Magnetic Courses. At and near the pole the lines of longitude converge so rapidly that simply flying in a straight line involves constantly changing the heading. In addition near the magnetic north pole compasses are nearly useless due to “dip” in the needle amongst other things. The aircraft must have either INS or IRS (Inertial) Navigation capability as a basis for FMS Navigation to back up GPS.Communications - VHF radios are largely useless, and HF Radios do not function very well either at high latitudes. Satellite Communications is better suited.Training - The Flight Crews need specific training for Polar Operations covering Navigation Procedures, Communication, Abnormal Procedures and Emergencies, etc.Maintenance and MEL - Policies and Procedures to support all the above must be part of the Maintenance Program.These are just a few brief examples of many issues needing resolution before the FAA or any regulator will issue authority (Operations Specifications Paragraph B40 sub part to B50).Even private jet operators are subject to prior approval. A letter of Authority for Polar operations needs to be received. Operators flying to or from the USA or Canada will be operating in the portion of airspace that is under Canada control and this area is known as “CMNPS” or Canadian Minimum Navigation Performance Airspace.Nothing is simple in aviation :)
Average descent rate for commercial jets?
In order to save fuel, most aircraft try to maximize descent rates in order to gain the beetter fuel efficiency at altitude for a longer period of time. So rather than descending at 1000 feet per minute, we prefer to wait until the last second, chop the throttles to idle, and descend at a faster rate. Depending on the aircraft, it is usually between about 3000 and 3500 fpm. On climbout, we are limited by gravity, but at lower altitudes where the air is denser (and therefore we get both more power and more lift) it is not uncommon to see a jet aircraft climb at 4000-5000 fpm. Obviously that slows down at we climb and there is less excess power available to us, but again the concept is the same. Get up into the thin air as quickly as possible to save fuel. And to answer to someone who said we don't do mental gymnastics any more, I'd like to respectfully disagree. Automation is great but you can never let a computer fly your airplane or make your decisions for you. In order to plan a descent, I generally use a quick and easy formula of thousands of feet to lose x 2.5. For instance to descend from FL380 to 10000' is 28,000' of altitude to lose. 28x2.5=70nm. Begin a descent 70nm out and roll the VSI down to 3000fpm and you will end up right about where you want to be. Of course this only works for my airplane, your airplane might be a bit different :)
The term pilot's license in this context is a bit misleading - you can pilot an aircraft as a Sport Pilot with as little as 20 hours of training. This is a relatively new category of pilot that is very restrictive - no passengers, day flight only, in very light, specifically designated sport aircraft.The private license requires a minimum of 40 hours of flight time, though typically a student will have at least 60 hours before they take their check ride - no one wants to fail with the FAA examiner in the plane.Side note here: a lot of flight students try to rush their training, whether for reasons of cost, time, pride, etc. 40 hours is not a lot of time to be trained for situations that have little to no room for error. The more hours you have with an instructor on board, the more experience you'll have to prevent yourself from getting into a dangerous situation.The next step on a typical instructional path is for the pilot to acquire their instrument rating so they may fly in instrument conditions (poor visibility, low clouds, etc). This rating requires 50 hours of cross country pilot in command time, though any cross country PIC time you earn while training for your private license counts toward this minimum. This rating also requires 40 hours of time in either real or simulated instrument (under the hood) conditions.A commercial license requires 250 hours of flight, and is the minimum point of entry for getting paid to fly. Most types of commercial flight also require certifications beyond this 250 hour commercial license. And last but not least, you have the Air Transport Pilot certificate - the holy grail of flight training. This certificate currently requires 1,500 hours of flight but the FAA looks very close to increasing some of these requirements for new pilots.Of course along the way, you have a lot of ground school, physicals, testing and side certifications like high altitude, multi engine, etc. Flying is one of those things that people do because they are passionate about it - there is a very high price for entry into the field.